Electropneumatic control-valve mechanism.



v W. v. TURNER- ELEGTROPNEUMATIG CONTROL VALVE MECHANISM.

APPLICATION FILED JUNE 29, 1910.

Patented Dec. 123, 1913.

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r i APPLICATION FILED JUI-IE'ZQ, 1910. 1;Q82,295-, Patented DB0. 23, 191-3.

3 SHEETB*SHEET WITNEfiESES INVENTOR W, v. TURNER. BLEGTR PNEUMWG CONTROL VALVE MECHANISM.

flfPLifliflflfl FILED JUNE39.151O.

Dec. 1913.

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' UNITED s'ratriis PATENT oFFioE. Q

WALTER v. TURNER, or EDGEWOOD, PENNSYLVANIA, fAssIcNon r THE WESTING- nousn AIR BRAKE-COMPANY, or or PENNSYLVANIA. =1

PITTSBURGH, PENNSYLVANIA, A CORPQRATION QFELEGTROPNEUMATIC ooiv'rRoL-vALvE MECHANISM.

To a l Wham/4t mug concern:

WALTER V. Tunis an, a

Edgewood,inthe-county of Allegheny and State of Pennsylvania, have invented new and useful rovements in IElectropneumat1C"COIitr,O:l =alve Mechanism, of which the .following' isaispecificati'on.

" This invention-:relates to fluid pressure brakes, and moreparticularlyto an electropneu'matic brake apparatus.

'- It has heretofore been proposed to provide an apparatus for controlling the brakes in I which-the valve mechanism. for controlling the supply and release ;of air 'to and from the brakecylinder is governed by the opposingpressures-of the brake'cylinder and a chamber.. W'ith this apparatus the pres-- ations in t-rain pipe pressure-or directly by sure in the; chamber may becontrolled either by an automatic valve device subject to varimanipulation or a brake" valve. An apparatus of thischa-racter has many highly desirable'ffeatureafor instance, the capability of maintaining the brake cylinder pressure at any pressure corresponding with the pressure supplied to the application chamber re- 5 gardless-of-leakage from tlie'brake cylinder for'vary'ing' the pressure in said chamber.

' my improvement applied thereto; Fig. 2 a diagrammatic sect onal view of a brake and regardless of the traveliof the brake cylinder'piston,

T-lie rincipal object of my invention contemplates providing a brake controlling mechanism of the above 'charactenhavinga chamber the-variations in pressu're in which is adapted tocontrol the pressure in the brake cylinder and electro-magnetic means .In'th'e accompanying drawings; Figure l is a diagrammatic view of a brake equip-' ment for a motorcar andtraile'r, showing control valve-mechanism embodying my in vention, showing the parts in full release posit on ;xFig.' 3 a similar tion ;-Fig.' 4a similarview showing the positio'nof the'parts in electric application-posi- -tion .Fig. 5 a diagrammatic view of a'combinedv brake valve and'electric contact conposition; Fig. 6 a similar view showing the [Parts in lectric p Position; d a

Specification of Letters Patent.

U view of a portion ofL'th'e construct on shown 1n F g. 2, the partsbeinginautomatic applicat on pos Patented Dec; 23, 1913.,

. Application filed June 29, 11910. Serial No. 569,478.

similar view with the parts cation position;

Accord'ng to pneumatic brake controlling valve mechanism may comprise a casing '1 "havinga piston chamber 2 containing aqmovable abutment 3, a valve chamber 4 communicating in electric applithrougha passage 5 with a pipe 6 leading to the brake cylinder and containing a brake cylinder. exhaust valve .7 operated by the movable abutment 3'-for controlling an ex-'- :haust port 8, anda valve chamber 9 in open Figs. 2, 3 ,-and at, theelectrocommunication through a pipe -10 with a source of fluid under pressure andvcont-aining-a supply valve .11 also operated by' the movable abutment 3 for controlling the supply of fluid from the valve chamber 9 to valve chamber 4 and the brake cylinder. The casing 1 is also provided with a piston chamber 12-containing piston 13 of an .auto inatic' valve device, the piston being subject on its outer face to'train pipe pressure admitted thereto through a passageli leading to, the train pipe 15. The piston 13 is subject on its inner .face-tothe pressure of a valve chamber 16- which isqconnected by apassage .17 ,toa pressure chamber 18L "The valve chamber 16 contains a main' slide valve 19 and a graduating slide valve 20 mounted on and having'a movement relative to the main slide valve, the valve being operated by the piston 13. In addition toth'e above, an electro-magnetic control mecha nism is provided preferably comprising a release magnet 21,1111 application magnet 22, and a valve device having a piston 23' contained in a piston chamber 24: and a-valve 25 contained in a valve chamber 26' and adapt- ;ed' to be operated by the piston 23.

In Fig. l, is shown diagrammatically br'ake'equipment for a motor car and trailer in which, on the head or motor car, brake cylinder 27 is connected to brake cylinder pipe 6, and the main reservoir 28, having the usual air compressor 29, to pipe 10. A combined brake valve and electric contact controller 30 may be provided at each end of the carhaving the usual supply pipe31 from the main reservoir and havingconnection with the train pipe 15. The brake valve and controller is provided with a contact-32 connected to train wire 33 leading to the release magnet 21 and contact 34 connected to train wire '35 leading to. applicationun'ag.

. with fluid under nectedtothe'atmosp passage 44,port-4 5,

net-.22. The other terminals'of the application and the release magnets are connected to a common tram 'v-1re 37.' A train wire 38 provided with a suitable rent connectedto the "contact arm" 36--of the brake controller/and to "the ycommon' In operation, the trainv pipe being charged *giressur'e, air flows around 40' of the piston .13 and thence through y'assage 17 to the pressure 15 the feed groove chamber 18' charging the same to th'e'standard train pipe pressure; On the trailer cars the reservoir 39 maybe charged. through a passage 41 from the train pipe the passage containing a non-return oheck valve 42, Withthe piston 13 in release position as shown in- Fig. Q'l'ill port 46in the main slide valve 19, cavity-47, in. the: graduating .val've 20, port e8,in"th e mainslide valve,'-'and passage 4:9 to valve} chamber 26 which is open '.t0 the eithaust portf 5 0.." Thus the movable abutment T3 is maintained in release position,

I c with the "brake cylinder open'to' the atmosphere through the assage';8 An additionalchamber 51' may e connected to'jthe, pa'ssage"-i 3, through-a passageaa an'd port. 53

.' m the mainfval've, leading" v 'the u'rpose of increasing-t e capacity of. the

piston'chainbenf2. s If a gradi al reduction in train pipe pr'es- I trolledmechanism, the movement of the valve. 25' prevents escape .of air through the exhaust I surelis rnade, the piston -13is'sh1 1fted: to

autpmatic application position, as shownj j or'tfi iwinthe main valv -is' brought into registei' -with '3 to the a liance chamher 2. Thef ovable abutment -3 is thereupon shifted to .applicw tion position and v fluid under pressure is supplied from the valve chamber9=tothe Valve chamber 4; and the "brake ficylinder Upon equalization oflthe' pressure in the pressure chamber with .the reduced train pipe pressure, chamber, the piston 1'3 is shifte'dsutfici'ently to cause the graduating valve to hip the supply port 5 Further reductions in train pipe pressure may be made for the purpose of further supplying. airto the brake cylinder.

' abutment 3 to open the supply valve 11'. 1

If it is desire'd to effect an application of the brakes by means of the electric-media nism, the brake valve handle is turned to the position shownj in Fig. 7, in which the contact arm 36 connects With-the contact 34;; The application ma gnet- 22 1s thus energizedand opens the application valve 55' which source of cure.

valve 25 closes the covers passage 57.-

supplied to the to admitjfluid turning the contact position, as shown in Fig.' 6, "magnet is'deenergizled-and the valve piston-chamberfiis con ere through passage 43,

'2 through passages 43 andto. port 46, for

It with" the brakes ap .,bra res by flow to the application.

Any leakage fromlt-heb rake cylinder" .is compensated for by the movement of the lfacelof'the piston 23, so that fluid pressure'in passage 7 operates toshift the pis- 'ton 23 to its outer position, in which the exhaust port 50 and unp Fluid, may therefore flow from passage "to valve chamber 26 andithence through passages. 58 and 49 to the main slide valve 19. Port 48registers with 'passage49, so that. fluid flows through permits fluid to flow from the valve chain.-

port 18, cavity .47, and'port 46 to passa es 1 44 and 43. Fluid under pressure is t u.- piston chamber 2 and the piston 3 then operatesthesupply vvalve 11 .to the brake cylinder. 1 By arm 36 the application closes.

Ifitis desired to ieiast the brakes elec-" trically, fthe contact arm 36 is turned to electric release positiom asf shown in Fig. 5, in which the Contact armconnectsv with the .fcon-tact 32. :The release'magnet is thus energized-and the releasevalve 59 is opened.

to electric lap Air! 1's then'vfented. from the is ton chamber a port 45, port 46, cavity 47, port 48and passages 49 and.

. 58 to exhaust port-'60 and the abutment 3 is "thereupon. shifted: to release position and ,fiuidfis' released from the brake cylinder.

Byproviding the piston 23-,and'v'alve 25, When air is supplied to the application chamber by operation of the electrically conport of the automaticva'lve device. plied-electrically an automatic "application is effected, in order to I ermi't ofthe subsequent release of the shifted to its normal position. For this purpose a passage 61-is provided, leading from the outer face of piston23 to the seat of the-main. slide valve and in service applicat on posltlon of the sl de valve said passage registers witha port 62jin'the slide, valve opening into a passage, 63. "also has a. port opening 64 which in'this po:

The passage 63 siti'on' registers with an atmospheric exhaust passage'65, so that fiuid is vented from the outer "face of the piston 23 causing the same to shift the valve 25 to its outerpositioi'rin which the-exhaust port is 'openlto the valve chamber'26. It' will now beevirhmrt pneumatically, the piston 23 must be thatupon'op'erating the automatic-rake (levice to release the bra kcs the exhaust-"port of the automatic valve device willpbe open so as to permit the release ofair from the up plication chamber. v Q

. Preferably a yieldingjresistance stop'device 66. is provided for the purpose of returningthe valve 25 .m' a liqifinn. in Wham the port 57 is lapped upon making an electric application, after equalization of fluid pressures on the piston 23, so that in case an automatic application is made after an electric application, communication from the valve chamber 26 will be out. off from passage 57-, which is open to the atmosphere in f buildlng up in the valve chamber sufliciently' 1 ters Patent, is

service application position of the valve 19. If the passage 57 is'left open to said valve chamber, it might prevent the pressure from to shift the piston 23 to its outer position in which the exhaust port 50 is open.

A cavity 67 is provided in the valve 25 which is adapted to connect the port 57 with an exhaust port 68 in the outer position of the valve, so as to insure the maintenance of the piston 23 in its outer position after the automatic valve device is moved to re-- able abutment subject tothe pressure of theapplication chamber for operating said valve an automatic valve device operated by variations in train pipe pressure for supplying fluid to said chamber, and anelectrically controlled valve for releasing fluid from said chamber, the passage through which the electrically controlled valve releases fluid from the chamber being controlledby said automatic valve device.

2. In a fluid pressure brake, the combination with a brake cylinder, of a valve for controlling the supply of air to the brake cylindeiyan application chamber, a movable abutment subject to the opposing pressures of the application chamber and the brake cylinder for operating said valve, an automatic. valve device operated by variations in train pipe pressure for supplying and releasing fluid to and from said cham her, and an electrically controlled valve for also releasing fluid from said chamber, the passage through which fluid is electrically released from the chamber being controlled by said automatic valve device.

3.- In a fluid pressure brake, the-combination with a brake cylinder, of a valve for controlling the supply of air to the brake cylinder, an application chamber, a movable abutment subject to the opposing pres sures of the application chamber and the brake cylinder for operating said valve, an electrically controlled valve for supplying fluid to said chamber,"and an automatic valve device operated by variations in train pipe pressure for releasing fluid from said chamber, and a valve mechanism operated by'the flow of fluid from said electrically controlled ValXG to said chamber for closing the exhaust of said automatic valve device.

4. In a fluid pressure brake, the combination with a brake cylinder and a train pipe, of a" valve for controlling the supply of air to the brake cylinder, an application cham her, a movable abutment subject to the opposing pressures of the application chamber and the brake cylinder for operating said valve, a valve mechanism operated by variations in train pipe pressure for varying the pressure in said chamber, 'and'electrr' cally controlled means for alsovarying the pressure in said chamber.

5. In a. fluid pressure brake, the combination with a train pipe and brake cylinder, of a valve for controlling the supply of air to the brake cylinder, an application chamher, a movable abutment subject to the opposing pressures'of the application chamber and the brake cylinder for operating said valve, an automatic valve mechanism subject to variations in train pipe pressure for governing the supply and release of air to and from the brake cylinder, electrically controlled means for. varying the pressure in said chamber, and a valve device operated by said electrically'controlled means for controlling the exhaust valve mechanism.

6'. In a fluid pressure brake, the combinaof a valve for controlling the supply of air to the brake cylinder, an application chamher, a movable abutment subject to the opposing pressures of the application champort of said automatic 'tion with a train pipe and brake cylinder,

her and the brake cylinder for operating said valve, an automatic valve mechanism subject to variations in train pipe pressure for supplying and releasing air to and from said chamber, electrically controlled means for also controlling the supply and release of air to and from said chamber, and a valve device governed by said electrically con trolled means for controlling the exhaust outlet of the automaticvalve device.

7. In a fluid pressure brake, the combination with a train pipe and brake cylinder, of a valve for controlling the supply of air to the brake cylinder, anapplication chamher, a movableabutment subject to the opposing pressures of the application cham her and the brake cylinder for operating said valve, an automatic valve mechanism subject to variations in train pipe pressure for supplying and releasing air to and from said chamber, electrically controlled means for also controlling the supply and release of air to and from said chamber, and a valve device adapted to be operated by said electrically controlled means and the automatic valve device for controlling the exhaust outlet of the automatic valve device.

8. In a fluid pressure brake, the combina tion with a brake cylinder and train pipe, of

rolling the supply and 30m the brake cylinder, er, a movable abutment subject to the opposi ares of the brake cylinder and ealcl a ting said valve meal s, an anton. t device subject to variations in train. pi; pressure for supplyin and releasing ilnid to and from the of valve means for controlling the supply and release of air toand fromthe' brake cylinder, chamber,. a movable abutment subject to the opposing pressures of the brake cylinderand said chamber for operate ing said valve inc-an s, an automatic valve device snbjectto train pipe'pressure for; supplying air to said chamber and having a re,-

lease position for connecting said chamber to-the exhaust, an electrically controlled valve mechanism for also controlling the supply of air to said chamber, and means operated by the flow of air. from said electrically controlled valve mechanism for closing the exhaust of the automatic valvedevice.

to'said chamber and having a release POSP tion for connecting said. chamber. to the 0X7 haust, an electrically controlled valve mechanism for also controlling-the supply of air to said chamber, a valve device for con-. trolling the exhaust from the automatic valve device and the supply from the 'elec trically'controlled valve mechanism and operated by the flow of air from said elec" trically controlled valve mechanism for 0105- a ing the exhaust from the automatic valve device, and means for moving said valve means to cut oif the supply, port from the electrically controlled valve mechanism upon equalization of pressures on said valve dc vice. v

1 In testimony whereof I havehereunto set my hand.

v l VALTER V. TURNER.

Witnesses:

CLYDE V. MCCURDY, A. CLnMnN'rs. 

